Single car test interface device

ABSTRACT

A single car test device includes a housing; a source port, on the housing, to be connected to a source of pressurized air; a brake pipe port, on the housing, to be connected to the brake pipe connector; and valves, in the housing, selectively interconnecting the ports to each other and atmosphere to perform tests. A brake cylinder sensor is to be connected to a brake cylinder tap. A sensor module on an interface device, remote from the housing, is to be mounted on the test ports on a control valve for determining pressure at the test ports. A controller is connected to the valves, the sensor module and the brake cylinder sensor and includes a program performing a plurality of component tests which form a single car test. The interface device includes reservoir charging valves controlled by the controller.

BACKGROUND AND SUMMARY OF THE DISCLOSURE

The present disclosure relates generally to rail car test devices andmore specifically to a portable computerized single car test device(CSCTD).

The American Association of Railroads (AAR) has established standardS-486 for testing railroad car brake systems for a single stand alonecar. Historically, the single car test device with a pressure source andmeter and hand control is connected to the glad hand at one end of thecar.

More recently computerized single car test devices have been developed.U.S. Pat. Nos. 5,509,727 and 5,808,909 are examples of CSCTD in the usewhich are connected to a 4-Port Test Adapter on the pipe bracket of abrake control valve by four pressure lines and perform the test usingthe four ports. The source of pressure is into the CSCTD and used tocharge the brake pipe and the reservoirs. The four test ports are brakepipe, brake cylinder, auxiliary reservoir and emergency reservoir. TheseCSCTD, which conduct the Single Car Test through the adapter, require anexternal volume to simulate the Brake Pipe volume of the car under test.

U.S. Pat. No. 6,334,354 is an example of a CSCTD available from New YorkAir Brake Corporation wherein the source of pressure is provided by theCSCTD to the brake pipe at the glad hand and pressure measurements aremade at the brake pipe and the brake cylinder using only two pressurelines. The CSCTD also controls the brake pipe to charge the reservoirs.This CSCTD conducts the Single Car Test from the end of the car, whichallows the brake system to be tested as a whole without an externalvolume.

The present computerized single car test device is designed toincorporate the best practices of the previous CSCTDs. The single cartest device is for a rail car brake system having a brake pipe with aconnector, a brake cylinder, brake cylinder tap, a reservoir, a controlvalve connected to the brake pipe, the brake cylinder and the reservoir,and brake pipe and reservoir test ports on the control valve. The testdevice includes a housing; a source port, on the housing, to beconnected to a source of pressurized air; a brake pipe port, on thehousing, to be connected to the brake pipe connector; and valves, in thehousing, selectively interconnecting the ports to each other andatmosphere to perform tests. A brake cylinder sensor is to be connectedto the brake cylinder tap. A sensor module, remote from the housing, isto be mounted on the test ports on the control valve for determiningpressure at the test ports. A controller is connected to the valves, thesensor module and the brake cylinder sensor and includes a programperforming a plurality of component tests which form a single car test.

If the brake cylinder tap is a brake cylinder test port on the controlvalve; the brake cylinder sensor is in the sensor module and determinespressure at the brake cylinder test port. If the brake cylinder sensoris in the housing, the housing has a brake cylinder port to be connectedto the brake cylinder tap. The brake cylinder sensor may be mounted tothe brake cylinder tap and connected to the controller by one of wireand wirelessly. The brake cylinder tap may be on the brake cylinder oran empty load device.

If the brake system includes an auxiliary reservoir and an emergencyreservoir and auxiliary and emergency reservoir test ports; the pressuremodule determines pressure at the auxiliary reservoir test port and theemergency reservoir test port. The sensor module may include anelectropneumatic valve connected between the brake pipe and thereservoir ports when the sensor module is mounted to the test ports andconnected to the controller to charge the reservoir from the brake pipe.

A single car test interface device, for a rail car brake system havingbrake cylinder, brake pipe, and reservoir test ports, includes a housinghaving brake cylinder, brake pipe and reservoir sensor ports to bemounted respectively to the brake cylinder, brake pipe, a reservoir andemergency reservoir test ports. Pressure sensors are connected to thesensor ports. An electropneumatic valve is connected between the brakepipe and the reservoir sensor port. A first outlet is connected to thepressure sensor for receiving a connector of a single car test device;and a second outlet is connected to the valves for receiving a connectorof a single car test device.

The test ports may be on a control valve of the brake system. The firstand second outlets may be a common outlet for receiving a singleconnector of the single car test device. If the brake system includes anauxiliary reservoir test port and an emergency reservoir test port, thehousing includes an auxiliary reservoir sensor port and an emergencyreservoir sensor port. Also, a pair of electropneumatic valves are eachconnected between the brake pipe and a respective reservoir sensorports.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description whenconsidered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of portable computerized single car testdevice according to the prior art.

FIG. 2 is a schematic view of portable computerized single car testdevice and interface device according to the present design

DETAILED DESCRIPTION OF THE DRAWINGS

The portable computerized single car test device currently using the4-Port Test Adapter requires individual air lines, which connect to theBrake Pipe, Auxiliary Reservoir, Emergency Reservoir and Brake Cylinder.These air lines are used to provide quick charge of the two compartmentreservoir and to monitor system pressures, which are used to performdiagnostics of test failures. The present CSCTD does not requireindividual air lines or the pneumatic hardware that would be required tooperate such a system. This present CSCTD mounts any required hardwarein an Interface device which is controlled by a signal from the computerwithin the CSCTD. This makes the Interface lighter, and more reliable asthere are fewer air connections and moving parts.

The interface device mounts pressure transducers in the form of NYAB's777540 Pressure Sensing Module on an interface plate that mates with the4-Port Test Adapter. The interface plate will provide the proper portsand passages from the Brake Pipe, Brake Cylinder and Reservoirs to thePressure Sensing Module. This Pressure Sensing Module would interfacewith the CSCTD electronically, which will simplify the changes to thecurrent hardware and software. The Pressure Sensing Module will monitorBrake Pipe, Auxiliary Reservoir, Emergency Reservoir and Brake Cylinderpressures. By monitoring the system pressures, detailed diagnosis ofbrake system failures can be performed. For detailed explanation of thePressure Sensing Module reference is made to U.S. Pat. No. 6,883,874,which is incorporated herein by reference.

The present Interface device also includes two small solenoid valves.One will be connected between Brake Pipe and Auxiliary Reservoir and theother will be connected between Brake Pipe and Emergency Reservoir.These solenoid valves will be turned on and off electronically by theCSCTD and will use Brake Pipe Pressure to quick charge the two systemreservoirs. Quick charging the reservoirs during the Single Car Test cansubstantially reduce overall test time.

An example of the computerized single car test device 10 of the priorart is illustrated in FIG. 1. The detailed explanation of this device isdescribed in U.S. Pat. No. 6,334,354 which is incorporated herein byreference. The same numbers will be used for easy reference. It is thisCSCTD that is being used in FIG. 2. The CSCTD 10 includes a source port20, a brake pipe port 22 and a brake cylinder 24. The source port 20 isconnected to a source of pressurized air, for example, a compressor. Thebrake pipe port 22 is connected through hose 23 to a glad hand to beconnected to a glad hand to the train brake pipe TBP illustrated in FIG.2. The brake cylinder port 24 is connected by hose 25 to a tap brakecylinder BC illustrated in FIG. 2.

A display 30 with a keyboard 32 is provided. Additional operator inputsor buttons 34 are provided. A microprocessor computer 100 is providedwhich has the software to perform the single car test as well as tostore data and perform analysis. Computer port 38 and a printer port 40on the housing connected to computer 100. Power port 42 is connected forcharging batteries 102.

The source port 20 is connected through filters 50 (not shown) tocomputer controlled valve 52/P2. Whose output is provided by line 88 tothe brake cylinder port 24. It is also provided through computercontrolled valve P1 through line 57 to the brake pipe port 22. Dischargevalve P4-7B connects the brake pipeline 57 and brake pipe port 23 toexhaust through a pressure regulator P4-7A which is also computercontrolled. Pressure transducer 82B is selectively connected to thebrake pipe port 23 via computer controlled valve 80A and to the brakecylinder port 24 by valve 80B via line 87.

The CSCTD of FIG. 1 is only one example of a prior art single car testdevice that can be used with the interface device of the presentdisclosure. It is the type of CSCTD which connects the source to thebrake pipe through the glad hand and not through the test ports on thecontrol valve. Also it is important that there is separate access to thebrake cylinder other than the brake control valve such that measurementscan be made downstream on any empty load device which is between thebrake control valve and the brake cylinder.

An overview of a computerized single car test device in use isillustrated in FIG. 2. The car includes a train brake pipe TBP, a brakecylinder BC and a brake control valve CV 200. The brake control valve200 includes a pipe bracket 202. A four-port test adaptor 204 has brakecylinder test port BCT emergency reservoir test port ERT, auxiliaryreservoir test port ART and brake pipe test port BPT mounted to the pipebracket 202.

An interface device 210 includes brake cylinder sensor port BSC andemergency reservoir sensor port ERS, auxiliary reservoir sensor port ARSand brake pipe sensor port BPS to be mounted and connected to therespective ports of the four-port test adaptor 204. A pressure sensormodule PSM 212 is provided on the interface device 210. As previouslyindicated, this is a module described in detail in U.S. Pat. No.6,883,874. It provides four sensors connected to the brake cylinderport, the emergency reservoir sensor port, the auxiliary reservoirsensor port and the brake pipe sensor port by passages 220, 222, 224 and226, respectfully.

The interface device 210 also includes two electropneumatic valves 214and 216 which selectively connect the brake pipe passage 226 to theemergency reservoir passage 222 and the auxiliary reservoir 224,respectfully. These electropneumatic valves 214,216 are controlled bythe CSCTD to quickly charge the emergency and auxiliary reservoirs fromthe brake pipe. An electrical outlet 218 on the interface device 210provides the electrical connection between the pressure sensor module212 and electropneumatic valves 214,216 with CSCTD via electric line 230connected to connector 232 of the CSCTD 10. Although a single outlet ispreferred, separate outlets may be provided for the pressure sensormodule 212 and the controls connection to the electropneumatic 214,216.

As previously discussed, providing a connection of monitoring thepressure at the brake cylinder BC directly to the CSCTD 10 is desirablesince in many systems an empty-load device will be between the brakecontrol valve 200 and the brake cylinder BC. A pneumatic connection orhose 25 may be connected to a tap 234 on the brake cylinder.Alternatively, a pressure sensor 238 shown in phantom may be provided atthe port 234 and connected via media 236 to a port 240 on the CSCTD 10.Media 236 may be an electric line or may be wireless. Thus the port 240would be a receiver if the sensor 238 was a wireless. Although the brakecylinder tap 234 is illustrated on the brake cylinder, it may also be onthe output side of the empty-load device as shown in U.S. Pat. No.6,206,483.

Although the present disclosure has been described and illustrated indetail, it is to be clearly understood that this is done by way ofillustration and example only and is not to be taken by way oflimitation. The scope of the present disclosure is to be limited only bythe terms of the appended claims.

1. A single car test device for a rail car brake system having a brakepipe with a connector, a brake cylinder, brake cylinder tap, areservoir, a control valve connected to the brake pipe, the brakecylinder and the reservoir, and brake pipe and reservoir test ports onthe control valve, the test device comprising: a housing; a source port,on the housing, to be connected to a source of pressurized air; a brakepipe port, on the housing, to be connected to the brake pipe connector;valves, in the housing, selectively interconnecting the ports to eachother and atmosphere to perform tests; a brake cylinder sensor to beconnected to the brake cylinder tap; a sensor module, remote from thehousing, to be mounted on the test ports on the control valve fordetermining pressure at the test ports; and a controller connected tothe valves, the sensor module and the brake cylinder sensor andincluding a program performing a plurality of component tests which forma single car test.
 2. The device according to claim 1, wherein the brakesystem includes an auxiliary reservoir and an emergency reservoir; thecontrol valve includes an auxiliary reservoir test port and an emergencyreservoir test port; and the pressure module determines pressure at theauxiliary reservoir test port and the emergency reservoir test port. 3.The device according to claim 1, wherein the brake cylinder tap is abrake cylinder test port on the control valve; and the brake cylindersensor is in the sensor module and determines pressure at the brakecylinder test port.
 4. The device according to claim 1, wherein thebrake cylinder sensor is in the housing and the housing has a brakecylinder port to be connected to the brake cylinder tap.
 5. The deviceaccording to claim 1, wherein the brake cylinder sensor is to be mountedto the brake cylinder tap and is connected to the controller by one ofwire, wirelessly and pneumatically.
 6. The device according to claim 1,wherein the brake cylinder tap is on one of the brake cylinders and anempty load device.
 7. The device according to claim 1, wherein thesensor module includes an electropneumatic valve connected between thebake pipe and the reservoir ports when the sensor module is mounted tothe test ports and connected to the controller to charge the reservoirfrom the brake pipe.